Switch-throwing device.



D. H. SIX.

SWITCH THROWING DEVICE.

APPLICATION FILED MAR, 26, 1910.

Patented July 19, 1910.

' 2 SHEETS-SHEET 1.

D. H. SIX.

.SWITGH THROWING DEVICE.

I APPLICATION FILED MAR. 25, 1910. 964 571.; I I Patented July 19, 1910.

2 SHEETS-SHEET 2.

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DAVID H. SIX, OF BALTIMORE, MARYLAND.

SWITCH-THROWING DEVICE.

Specification of Letters Patent.

Application filed March 25, 1910.

Patented July 19, 1910.

Serial No. 551,481.

To all whom it may concern:

Be it known that I, DAVID H. SIX, a citi- SwitclrThrowing Devices, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to improvements in switch throwing devices which are more especially adapted for use on street railways but which may also be used on other kinds of railroads.

one object of the invention is. to provide a simple and practical device arranged in the street or road bed between the track rails and connected with the switch point or points whereby the motorman or other per son on a car may control the switch without getting ofl of the car or stopping the same.

W ith the above and other objects in view, the invention consists of the novel features of construction and the combination and arrangement of parts hereinafter fully described and claimed, and illustrated in the accompanying drawings, in which Figure 1 is a plan view of a portion of a track illustrating my improved switch throwing device operatively connected to the switch; Fig. 2 is a vertical longitudinal section taken on the line 22 in Fig. 1; Figs. 3 and 4: are vertical cross sectional views taken, respectively, on the lines 3-3 and H in Fig. 1; Fig. 5 is a vertical longitudinal sectional view through a conventional representation of a car showing the device which is operated by the motorman to control the switch throwing parts on the road bed; Fig. 6 is a bottom plan view of the parts shown in Fig. 5; and Fig. 7 is a detail vertical section taken on the line 7-7 of Fig. 5.

Referring more particularly to the drawings 1 denotes the track rails which may be of any form and construction and 2 denotes a one point switch of well known form which is extensively used on street railway lines. Any other kind of switch may be actuated by my improved mechanism but the one illustrated is connected to one end of a transverse link 3 the other end of which is pivotally connected to one end of a comparatively long lever 4 arranged centrally and longitudinally between the track rails 1. This lever 4 is fulcrumed adjacent its center or at any other point intermediate its ends of a vertical pivot 5 which may be carried by one of the cross ties 6 which support the track rails 1 or mounted in any other manner. The lever 4: is also disposed beneath the surface of the street or road bed and covered so that it will be effectively protected. This may be attained in various ways but I preferably provide between the track rails central. and side plates 7, 8, 9 which extend longitudinally and have their opposing edges spaced apart to provide slots 10. These cover plates 7, 8, 9 may be supported in any desired manner but when the cross ties 6 are employed they are secured to them and the ties are suitably grooved or recessed beneath the slots or openings 10 to allow for the free passage of the trip shoes that are carried by the car and adapted to operate the lever 1.

The free end of the lever carries a head to project into the slots 10 for engagement by the trip shoes on the car, and this head is here shown in the form of a large anti-friction roller 11 journaled on a vertical pivot pin 12 rising from the lever. The roller 11 is of such size that when the switch point 2 is in its position shown in Fig. 1 to open the main line said roller will project to a considerable extent across one of the slots 10 so that a trip shoe passing through said slot will engage and actuate it to move the switch point to its open position so that a car may pass from the main line onto the side track shown in Fig. 1. When the roller is thus shifted it will project to a considerable extent across the opposite slot 10 so that when it is again actuated in the opposite direction it will return the switch point to its position shown in Fig. 1. In order to reduce friction and wear on the walls of the slot 10 opposite the roller 11, smaller anti-friction rollers 13 are ournaled on vertical pins 141 carried by brackets 15 secured to the bottom faces of the side plates 8, 9 or otherwise mounted in any suitable manner.

Referring more particularly to Figs. 5, 6 and 7, 16 denotes the floor or platform of a car or any other vehicle to travel on the track 1 and 17 denotes a lever arranged in an upright position at the end of the plat form and preferably between the usual electric controller and brake shaft so that said lever will be within convenient reach of the motorman on the car. Said lever is fulcrumed intermediate its ends at 18 and has its lower end projecting through a slot in the platform of the car and provided with a transversely extended horizontal arm 19 which is rigidly united to said lever. The end of the arm 19 is pivotally connected to a link 20 which extends rearwardly beneath the platform 6 and is pivotally connected to an upstanding crank arm 21 fixed to a transverse rock shaft 22 journaled in hanger brackets 23 depending from the platform 16. Fixed to the rock shaft 22 are two oppositely projecting arms 24, the lower ends of which are enlarged and beveled to provide trip shoes 25 adapted to be lowered into the slots 10 and to pass between the opposing rollers 11, 13 for the purpose of shifting the roller 11 and hence the lever 4t and switch point 2. The hand lever 16 when in its central position shown in Fig. 5 holds both of the shoes 25 elevated but when it is thrown in a forward or rearward direction, either one or the other of the two shoes will be lowered into one of the slots 10 and'into such position that it will engage and actuate the roller 11. The lever is adapted to be locked in any one of its three positions by the usual spring projected and hand retracted dog 26 which it carries and which engages a three notch rack 27, as shown in Fig. 5.

The construction and operation of the invention will be readily understood on reference to the drawings and from the foregoing detailed description. It will be noted that the peculiar construction of the device enables it to be installed at a comparatively small expense and renders it not only strong and durable in use but also reliable and efficient. The peculiar arrangement of the rollers 11 and 13 reduces friction and effectively prevents wear on the walls of the slots 10. The trip mechanism carried by the car is within convenient reach and control of the motorman and, of course, may be mounted at one or both ends of the car as desired.

Having thus described the invention what is claimed is:

The combination of a track, a switch point and intermediate and side plates arranged on the track between its rails and in spaced relation whereby longitudinal slots are formed between the intermediate and side plates, said intermediate plate being arranged centrally and longitudinally between the track rails, a lever arranged longitudinally beneath the intermediate plate and fulcrumed intermediate its ends, a link con nection between one end of said lever and said switch point, an anti-friction roller journaled on the other end of said lever and of greater diameter than the width of the intermediate plate whereby said roller will project into either of said slots to serve as a head for engagement by a trip carried on a car, brackets secured to the bottom faces of the side plates adjacent said roller and smaller anti-friction rollers journaled on said brackets and arranged opposite the roller of said lever, as and for the purpose set forth.

In testimony whereof I hereunto affix my signature in the presence of two witnesses.

DAVID H. SIX.

Witnesses:

XVILLIAM P. \VELLER, CHARLES WV. FETZER. 

